Governor



Dec. 17, 1935. LARSEN 2,024,296

GOVERNOR Filed 0013. so, 1935 all positions of the throttle at thepredetermined Patented Dec. 17, 1935 PATENT OFFICE 2,024,296 GOVERNORTorlcif r. Larsen, Detroit, Mich, assignor to Handy GovernorCorporation, Detroit, Mich., a corporation of Michigan Applicationctober 30, 1933, Serial No. 695,923 4 claims. -(o1.1s7-152)' Thisinvention relates to governors and more particularly to governors of theso-called suction type intended primarily for use on internal combustionengines where they are positioned between the intake pipe and thecarburetor.

It is a general object of the present invention to provide a novel andimproved form of suction governor.

More particularly it is an object of the invention to provide a novelsuction governor of the type in which the unbalanced or eccentricallymounted governor throttle which has its closing efiort, due to thepressure and velocity of the gaseous fuel, opposed by a spring which isso connected to the governor throttle shaft as to provide a substantialbalance for this effort on the valve at all positions of the valve andat a certain definite predetermined engine speed.

An important feature of the invention resides in the construction of thegovernor whereby the spring effort is applied to the throttle shaftwithout the use of cams, eccentrics, or complicated linkages, but inwhich by having both ends of the spring secured to movable parts theeffect of the spring substantially balances the action on the throttleresulting from the moving fuel for speed.

Other and ,further' features and objects of the invention will be moreapparent to those skilled in the art upon a consideration of theaccompanying drawing and following specification, wherein is disclosed asingle exemplary embodiment of the invention, with the understanding,however, that such changes and variations may be made therein as fallwithin the scope of the appended claims vtgthout departing from thespirit of the inven- In said drawing:

Figure l is a plan view of a governor constructed according to thepresent invention, and intended for use with a downdraft type ofcarburetor;

Figure 2 is a side elevation thereof with the cover plate removed fromthe spring housing, showing the spring contracted and the governorthrottle wide open; and

Figure 3 is a view similar to Figure 2, showing the throttle in itsclosed position and the spring at its maximum expansion.

In such patents as those for Governors, issued to Handy et al., Nos.1,584,929 and 1,604,283, there are shown governors of the type in whichthe governor throttle is interposed in a portion of the intake pipebetween the engine and the carburetor and opens toward the carburetor,being normally held open by a spring and urged toward the closedposition by the velocity and impact of the gaseous fuel flowing to theengine. In these patented governors, in order to balance the closingeffort of the throttle in all positions thereof 5 for a predeterminedspeed of the engine, resort is had to various cam arrangements to effect'a balance between the curve resulting when a plot is made between theangular degrees of displacement of the throttle and the turning efforton its spindle, and the straight line representing the resistance of thespring under various deflections. In accordance with the'presentinvention the cams and the like are eliminated, for. theyare expensiveto manufacture, difficult to contour to exactly balance the closingeffort of the valve and wear rapidly since they cannot be effectivelylubricated. The result is attained in the present invention byconnecting the spring to two movable points, one on a part connected tothe shaft'of the throttle valve and the other on a lever operated bymovement of the governor valve.

Referring now to the drawing for an exemplary embodiment of theinvention, the governor is shown to include a casting i0 adapted'to beinserted between the flange on the intake pipe and the flange on thecarburetor and having a length only slightly greater than the maximumwidth of the governor throttle l2, which is fixed on the shaft l3 to berotatable to close or openthe passage through this part Ill. The shaftextends across the passage to one side thereof so that the part ii ofthe throttle plate, which extends upward when open, is much largerthan'the part I6 which extends downward. .As viewed in Figure 2, theflowof thevgas from the carburetor to the engine is downward so that itacts on the back of the large surface l5 by impact as well as on thefront by suction to form a closing effort on the throttle whichincreases as the speed of the engine increases. In 'order that thisclosing effort be resisted by asubstantially equal and opposite force atall positions of the valve for a predetermined engine speed with varyingloads, a

spring 20 of the coil type is provided connected as will be described.The shaft l3 has a bearing at each side of the passageway H and extendsthrough a portion 2| of the casting into the spring housing 22 at oneside thereof and attached to this shaft for movement therewith, and inthe housing 22 is the lever arm 23. A bell crank lever 24 is pivoted ona stud 2'5 and has the long arm '26 and the short arm 21. The long arm26 is connected by the pivoted link 28 to the outer end of the crankshaft arm 23 while the short arm 21, which normally is directed towardthe center of the arm 23, is connected to that arm by the spring 20which has end members 29, 30 for the purpose. Each of these end membersis perforated so that the spring can be threaded through the same andhave a direct pull imparted thereto. The member 23 has a slightextension which is pivoted at 32 to the arm 23 intermediate its endswhile the short extension on the end member 30 is pivoted to the shorterarm of the bell crank lever.

It will be seen that the pull on the short arm of the bell crank leveris substantially along its axis through its pivot while the pull of theother end of the spring is such as to urge the valve toward its openposition. If now the closing effort on the throttle, due to the actionof the engine, increases, there will be a tendency ,to increase thespeed of the engine but the throttle will move under this closing efiortto another position to reduce the velocity and the quantity of fuel sothat the engine runs at substantially the same speed but under adifferent load. The maximum condition will prevail when there is no loadon the engine and the throttle will substantially close, as shown inFigure 3, although there is a slight clearance to prevent completestoppage of the engine, which clearance is preferably at the short endl6 of the throttle.

Under these conditions the arm 23 will be swung in a counterclockwisedirection, extending the spring 20 as shown, and at the same time, underthe action of the link 28, rotating the bell crank lever in a,counterclockwise direction. This will lower the right hand end of the springand move it to the right so that the spring is ex-' tended to a greaterdistance than if its right hand end were fixed and the left hand endsolely moved under the action of the lever 23. Two different effects areproduced by this bell crank lever mounting of the right end of thespring, the first comprising a considerable lengthening of the spring ata more rapid rate than results from the direct movement of the arm 23and the second a change in the angular relationship between the axis ofthe spring and the axis 01' the lever 23, different from thatwhich wouldtake place if the right hand end of the spring were fixed.

By properly adjusting the lengths of the arms of the bell crank lever,their initial angularity,

and the strength and positions of the spring fastenings, it has beenfound that a substantial balance can be effected for the throttleclosing effort at all positions thereof for some predetermined speed ofthe engine where all the features are designed for the particularengine, having in mind the vacuum curve thereof.

In order that the governed speed of the engine may be adjusted, thepivot 25 for the bell crank lever is a stud on a large nut 35 which hasa flat face whichslides along the bottom 36 "of the spring housing andis prevented from rotating thereby. It is threaded onto a screw 31 theshank of which passes through an aperture in the side wall 38 of thehousing and the head 33 of which is sunk in a sleeve 40 preferably castintegral with the wall 30. The slot in the screw head to receive a screwdriver for adjustment may also provide for the passage of a sealing wirewhich may pass through apertures in the sleeve 40 and se ve not only toprevent tampering with the 5 adjusted speed of the governor but toprevent any slipping of the screw during operation.

.The construction is extremely simple and cheap to manufacture, and hasa minimum of moving parts with all wearing and bearing surfaces of 10the pivoted type which need a minlmumof lubrication.

Having thus described the invention, what is claimed as new and desiredto be secured by Letters Patent is: 15

1. A governor for an internal combustion engine comprising an intakeconduit, an unbalanced butterfly throttle therein, and acounterbalancing means connected to balance the turning effort of saidthrottle at a predetermined engine speed 20 consisting of a singlespring, an arm secured to turn with the throttle, a bell crank leverpivoted near said arm, said spring being stretched between one leg ofsaid lever and an intermediate portion of said arm and a link formingthe sole g connection between the other leg and the end of said armwhereby both ends of the spring move when the throttle is moved.

2. In a governor for internal combustion engines, in combination, anunbalanced throttle, a g spring counteracting the closing effort of thefuel on said throttle, an anchor lever for the spring. said springconnecting said lever to said throttle, means to move said lever inunison with the throttle, a pivot for said lever and means to adjust '5the position of said pivot to adjust the initial length of the spring toregulate the governed speed.

3. A governor for an internal combustion :engine comprising an intakeconduit, an unbalanced 3 butterfly throttle therein, and acounterbalanclng means connected to balance the turning effort of saidthrottle at a predetermined engine speed including a single spring, anarm secured to turn with the throttle, said spring having one end op- 3.

eratively associated with said arm, a lever having a normally fixedpivot and having the opposite end of the spring connected thereto, meansto 1'0- tate said lever in unison with the arm and means to adjust theposition of said pivot to adJust-thefb'b length of the spring to changethe governed speed.

4. A governor for an internal combustion en'- gine comprising an intakeconduit, an unbalanced butterfly throttle therein, and a counterbalanc-5]; ing means connected to balance the turning effort of said throttleat a predetermined engine speed including an'arm secured to turn withthe throttle, A bell crank lever pivoted near said arm,

a, spring stretched between one leg of said lever 60 and an intermediateportion of said arm, a link connecting the other leg and the end of saidarm whereby both ends of the spring move when the throttle is moved andmeans to adjust the posltion of said pivot to adjust the length of-theB5 spring to change the governed speed. I Y

